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s. H.- RUDDLE AND E. c. DAVIDSON.

DOUBLE ACTING INTERNAL COMBUSUON ENGINE. APPLICATION FILED AUG-1'. m1.

L3W,598. Y Patented Ma ls, 1919.

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S. H. RUDDLE AND E. C DAVIDSON. DOUBLE ACTINGINTERNAL comsusnow ENGINE.

APPLICATION FILED AU G. I. I911.

2 SHEETS-SHEET 2.

Patented May 13, 1919.

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SYDNEY HERBERT RUDDJLE AND EDGAR CHURCHILL DAVIDSON, 01F BRISBANE,

' QUEENSLAND, AUSTRALIA. I

DOUBLE-ACTING INTERNAIi-COMBUSTION ENGINE.

Patented May is, rare.

Application filed August 1, 191?. Serial No. 183,885.

To all whom it may concern:

Be it known that we, SYDNEY HERBERT Runnnn and EDGAR CHURCHILL DAVIDSON, subjects of the King of GreatlBrita-in, residing at Brisbane, Queensland, Australia, have invented new. and useful Improvements in Double Acting Internal Combustion Engines, of which the following is a specifica tion.

This invention relates to improved double acting internal combustion engines wherein we are able to obtain, among other things, increased power as compared with other engines of equal size and weight, as well as compactness.

In carrying out our invention we provide one or -more pairs of cylinders although we prefer that there be two, or a cylinders. (If each pair of cylinders, which are arranged tandemwise, one cylinder has a greater diameter than the other. These cylinders contain a pair of pistons coupled or jointed together and arranged to drive a crank on a crank shaft. The smaller piston is in the form of a trunk and within it projects a plug or fixed piston, if it may be so called,-rigidly carried by the casingor as desired, so that an inner chamber is formed within the piston and above the fixed piston wherein an explosion may take place, the usual explosion chamber being also provided between the end of the smaller piston and the end of the cylinder. The usual deflectors are providedon the smaller piston and the fixed piston. Ignition is caused in the outer chamber by an ignition spark and in the inner chamber by a hot tube fitted in the upper end of the smaller piston, or by an ignition spark. In this latter case an ignition plug would be fitted at the proper point and an opening is formed through the smaller piston. In order to prevent leakage, one of the piston rings is of extra width and the opening passes through same,- the ring being prevented from moving at this point by a nipple preferably of two diameters screwed into the piston and ring. 7

The larger piston acts as a fuel compressor receiving the fuel from the carburetor through an inlet chamber and delivering it into a receiver, inlet and outlet valves be- We prefer that there should be, for engines of ordinary horse power, two

@I 1 pairs of cylinders arranged side by side, a common inlet chamber and receiver being provided for both pairs.

Inlet and exhaust ports leading to and from each explosion chamber are provided, there being also ports in the smaller piston.

The usual Water jackets are provided around the cylinders, exhaust passages, etc., and a water jacket is also provided in the fixed piston.

Other details of carrying out our invention and which do not afi'ect the essence thereof may be varied as required.

In order that our invention may be better understood we .will now describe same more fully with the aid of the accompanying drawings, in which-- Figure l is a vation thereof.

Fig. 2 is an end sectional elevation. Fig. 3 is a sectional plan of the cylinder casting,

Fig. i is a sectional elevation of the regulator in the container.

Fig. 5 is a plan of same, Figs. 6, 7, 8 and 9 are detail views of the piston packin rin s.

Figs. 10 and ll ar e details of the ring. In carrying out our invention we have one or more pairs of cylinders A, A, arranged tandemwise, and provided with the usual water jackets A or other means for cooling; we or a multiple of two cylinders A, A. Of each pair of cylinders, one cylinder A has a lesser diameter than the other A. These cylinders A, A cured on or to the crank case B. Between the pairs of tandem cylinders A, A, or where convenient, is placed a receiver or container C. In some. cases we may provide 'n this receiver or container means whercclamping par-ti sectional part side ole-- prefer that there should be two,

are bolted or otherwise sei by the area may be reduced or increased at D Inlet ports E lead from the receiver or container C to the cylinders A. Exhaust orts and passages F are also provided in and from the cylinders A. A single exhaust port and passages may be arranged if desired.

The cylinders A, A contain a pair of pistons G G coupled or joined together. The smaller piston G is in the form of a trunk and within it projects a plug or fixed piston G if it may be so called, rigidly carried by the casing, or as desired, such as by the bracket G, or clamp G (Figs. -10 and 11). Inlet ports G and exhaust ports Gr are provided in the trunks of the pistons G. water chamber G is formed in the fixed piston G Explosion chambers H, H are formed between the ends of the cylinders A and the pistons G and also between the inner sides of the pistons G and the fixed piston G ,gIgnition, plugs J J are provided in the cylinders A and ignition ports J 2 are provided in the pistons G. These ignition ports J are formed by means of a nipple J of larger and smaller diameter screwed or otherwise secured in the piston A and passing through one of the packing rings J 4 of the piston A which ring- J may be broader than the others. We may in some cases provide passages (not shown) leading from the pockets around the terminals ofthe sparking plugs to the exhaust passage F, or as desired. Further we may in some cases provide a hot tube at J in the end of the piston G in lieu of the ignition plug J in which case the corresponding ignition ports J would be dispensed with.

Deflectors K are provided on the pistons G and fixed pistons Gr to deflect the incoming charge from the exhaust ports F.

I The shaft L, which runs in bearings L, in

the crank case B, has two cranks L coupled to the pistons G G by the connecting rods L The crank L of one pair of pistons G G is set in opposition to that of the other.

The fly wheel is shown at M.

We may vary the constructional details of engines constructed according to our invention without interfering with the essence thereof. Certain details common to all in-. ternal combustion engines, and which do not form part of our invention although necessary for the proper working of the engine, such as pipes for supplying water to, or taking it from the jackets G? A lubricators, magneto or other means for ignition, etc., are not shown in the drawings.

The working of the engine is as follows The fuel and air is regulated through the carburetor (not shown) connected up to the inlet D, whence it is drawn in by one of the pistons G through the non-return valve and passage D and forced through the upper non-return valve D to the receiver or conton, both upward and downward, is a work- 'to said pistons by tainer C while another charge is being drawn in behind the other piston G in the other cylinder A during this return stroke to be delivered also to the receiver or container, C, on the next stroke. The degree of compression in the receiver or container C is regulated by adjusting the height of the piston C by means of the screws (1 Meantime part of the first charge in the receiver or container C has been delivered through the inlet passage and ports E to, say, chamber H of the right hand cylinder A, while the rest of the charge has been delivered by the passage and ports E to chamber 11 of the left hand cylinder A. These charges are compressed and fired simultaneously. Now, just before these charges are fired, two other charges from the receiver or container, C are delivered, one to chamber H of the right hand cylinder, and one to chamber H of the left hand cylinder. These charges are also compressed and fired simultaneously. At a suitable position in each stroke the burnt gases are allowed tov escape (the exhaust ports being opened before the inlet ports) and fresh charges are admitted to the chambersabove-mentioned. During each stroke two explosions occur together, one in each cylinder. Also every stroke of the pising stroke.

Having now fully described and ascertained our said invention and the manner in which it is to be performed, we declare that what We claim is 1. In an improved double acting internal combustion engine, two, or a multiple of two, pairs of cylinders, said pairs of cylinders being of smaller and larger diameters, and arranged tandemwise, the smaller cylinders each having a closed end, a pair of pistons of smaller and larger diameters, working in unison within each of said cylinders, fixed pistons rigidly carried and projecting into said smaller pistons, compression and explosion chambers between the closed ends of the smallercylinders and said smaller pistons and between said smaller pistons and said fixed pistons, the )istons in one of each two pairs of cylinders I eing ar- 115 ranged to work in opposition to those in the other, a crank shaft having cranks connected connecting rods, as and for the purposes herein set forth and as illustrated in the accompanying drawings.

2. In an improved double acting internal combustion engine, two, or a multiple of two, pairs of cylinders, said pairs of cylinders being of smaller and larger diameters, and arranged tandemwise, the smaller cyl- 121' inders each having a closed end, a pair of pistons of smaller. and larger diameters working in unison within each of said cylinders, trunks connecting said smaller and larger pistons, fixed pistons rigidly carried 180 mosses said pistons ahd said fixed pistons, the PiS',

tons in one of each two pairs of cylinders being arranged to work in opposition to thosein the other, a crank shaft having cranks connected to said pistons, a receiver, fuel and air inlet passages to said receiver, inlet and exhaust passages and'ports to and from the jexplosion chambers, inlet and exhaust ports in said trunks, ignition ports in said cylinders and in said smaller pistons and means; for ignition, as and for the purposes herein set forth and as illustrated in the accompanying drawings.

3. In an improved doubleacting internal combustion engine, an ignition port in a pis ton in the cylinder of said engine, said port consisting of a. nipple screwed through said piston and passing through a widened packing ring in said piston, as and for the purposes herein set iiorth and as illustrated in the accompanying drawings.

4. lln an internal combustion engine, a pair of cylinders, said pair of cylinders being of larger and smaller diameters and arranged tandem wise, the smaller cylinder having a closed end, a pair of pistons of smaller and larger diameters working in unison within said cylinders, a fixed piston within said smaller piston, compression and explosion chambers between said cylinder end and said piston, and between said piston and said fixed piston, ignition means for said chambers, a compression chamber arranged between the larger piston and a wall of the cylinder, a receiver, means for con-' veying an explosive mixture to the last named compression chamber and for conveying the mixture from said compression chamber to the receiver, a passage connecting the receiver with the smaller cylinder for conveying explosive mixture from the receiver tothe smaller cylinder, and a port in the smaller piston adapted to register with said passage for admitting explosive mixture to the compression and explosion chamber formed between the small piston and fixed piston.

. In testimony whereof we have signed our names to this sepclficatlon 1n the presence of two subscribing witnesses.

Witnesses ALEXANDER ANDERSON, MABEL C. Low. 

